Electric brake.



No. 675,668. Patented June 4, l90l. F. C. NEWELL.

ELECTRIC BRAKE. (Application filed Apr. 28, 1900.

(No Model.)

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Urtiminn STATES PATENT OFFICE.

FRANK O. NEIVELL, OF YVILKINSBURG, PENNSYLVANIA, ASSIGNOR TO THE WVESTINGIIOUSE AIR BRAKE COMPANY, OF PITTSBURG, PENNSYLVANIA.

ELECTRIC BRAKE.

SPECIFICATION forming part of Letters Patent No. 675,668, dated June 4, 1901. Application filed April 28, 1900- Serial No. 14,685. (No model.)

To all whom it may concern: troller aifecting only the resistance in the die it known that I, FRANK O. NEWELL, a braking-circuit. cltizen of the United States, residing at Wil- In the accompanying drawings, which illuskinsburg, county of Allegheny, State of Penntrate an application of my invention, Figure sylvania, have invented or discovered a cerl is a diagram showing the running control- 55 I tain new and useful Improvement in Eleclers and reversing-switches in open position, tric Brakes, of which improvement the folthe leads and connections for running and lowing is a specification. braking, and the braking-switch in the posi- The object of my invention is to provide an tion which it will occupy when the brakes are improvement in brakes for electrically-prooff; Fig. 2, aview showing the braking-switch 6o pelled railway-cars; and to this end it conin position for braking, and Fig. 3 a plan View sists in a new and improved braking system of the mechanism by which the braking-switch comprising means whereby the current-supmay be operated from either end of the car. ply from the main line to the running con- In the application of my invention shown troller at either end of a car may be out off in the drawings I employ a braking-switoh and a local braking-circuit connected up by B, preferably located about midway between the movement of a single braking-switch, the ends of a car which is equipped with a which is operative from either end of a car, running controller O and a reversing-switch and whereby on movement of the single brak- D at each end. When the reversing-switch 2o ing-switch the running controller at either at either end of the car is in position for end of the car is adapted to control the brakrunning ahead, the controller-bars 1 2 3 1 are ing-current by the same means as are emin contact with the terminal points F AA ployed to control the current to the motors &c., on the left, and when it is in position when running. for backing the points 5 to 12 on the right 25 My invention provides means whereby the are in contact with the terminal points F brakes may be quickly applied from either AA 85c. lVith the braking-switch in the end of the car by a single movement of one position shown in Fig. 1, if either controller braking-switch, and by this movement of the C be moved so as to cause the contact-bars braking switch the running controller at 13 14 to make contact with the points TO and 30 either end of the car is so connected with the R current will flow through the trolley T to local braking-circuit that either controller the point TL on the braking-switch, through maybe operated to vary the resistance. Orthe bar 28, lead TO, contact-bars 13 14 on dinarily but one of the running controllers the running controller, lead R, resistance dowould be employed for this purpose-that is, vice R, leads R and 19, contact-bar at on the 35 the controller at the front end of the car-the reversing-switch, lead A, armature A of No. other usually being left locked or without an 1 motor, lead AA, contact-bar 3 on the reoperating-handle; but if under any circumversing-switch, leads F and F 0, contactstances it maybe necessary or desirable to bar 30 on the braking-switch, lead F M, have both controllers in condition to permit through the field of No. 1 motor, lead E M,

40 avaria-tion oftheresistance andacorrespondcontact-bar 31 on the braking-switch, lead 93 ingvariationin the braking-current from both E O, contact-bars 20 and 19 on running conthe front and rear platforms this may be troller, lead 15, contact-bar 2 on reversingdone, switch, lead A armature of No. 2 motor, lead In the construction shown in the drawings AA ,contact-barl on i'eversingswitch, leads 5 the movement of the braking-switch to the F and F 0, contaot-bar3l on braking-switch, 95 braking position cuts cit the supply of curlead F M, field of motor No. 2, and to ground. rent from the main line to both running con- To apply the brakes, the braking-switch is trollers and applies the brakes no matter what moved to the position shown in Fig. 2, by the position of either controller may be, any which movement the supply of current to the 50 variation in the position of the running concontrollers is cut off and the motors are com nected in a local braking-circuit, to which they supply current as the armatures continue to revolve. When the motors are acting as generators, the current from the armatures will flow in the direction indicated by the dotted arrows. From the armature of No. 1 motor the current will fiow through lead A to thecontact-bar 4: on the reversingswitch, through lead 19 and, the controller being in the open position, as shown, through l'ead R resistance devices R, lead BR, Gontact-bar 29 on the braking-switch to F M and F M through the fields of both motors,

from the field of No. 1 motor, through lead E M, contact-bar 33 on the braking-switch and lead G to the coils H of the magnetic brake device, and from the field of No. 2 motor through the lead G to the coils H of the magnetic brake device. From the magnetic brake device the current flows through the lead 130, arm 31 on the braking-switch, leads F O and F 0, through the contact-bars 3 and 1, respectively, on the reversing-switch, and through leads AA and AA to the armatures of motors No. land No. 2, respectively. From the armature of No. 2 motor the current flows in the direction indicated by the dotted arrow through lead A contact-bar2 on the reversing-switch, lead 15, contact-bar 32 on the braking-switch, and to lead R where it joins with the current from the armature of No. 1 in the branch leading to the resistance devices R, and this united current then flows through lead B R and over the same course as above described in referring to the current from the armature of motor No. 1.

After the braking-switch has been thrown to the position shown in Fig. 2, the brakingcurrent may be controlled by moving the running controller so as to make contact between the terminal points R R R R B. of the resistance devices and the contact-bars 14, 1 1, 16, 17, and 18, as may be desired, by precisely the same movements of the controllerhandle as in running. It will be seen that with the construction shown the brakes will be applied when the brakingswitch is moved to the position shown in Fig. 2, regardless of the position of the running controller, the position of the controller affecting only the quantity of the resistance in the circuit, and the application of the brakes will not be affected by the position of the reversing-switch if it be in position for going ahead or backing. This will be clear from an inspection of the drawings, the contact-bars 1 2 3 4 of the reversing-switch being supposed to occupy a position to make contact with the terminal points F AA &:c., when the car is running forward, and the points 5, 6, 7, 8, 9, 10, 11, and 12 being in a position to make contact with the terminal points F AA 850., when the reversing-switch is turned to the position for backing. The contact-points 5 to 12 are alternately connected, so that when they are in contact with the terminal points F AA &c., the current will flow from points 19 and 15 toleads AA and AA respectively, instead of to leads A and A as it does when the reversing-switch is in the forward position, and thus the direction of the current through the armatures of the motors is reversed and the car will run backward. If the brakeswitch is now thrown to the position shown in Fig. 2, the controller being in the open position, the current from the armature of No. 1 motor will fiow through lead AA to contact-points 10 and 12 on the reversing-switch through lead 19 and lead R to the resistance devices. From the armature of motor No. 2 the current flows through lead AA to contact-points 6 and 8 on the reversing-switch, lead 15, contact-bar 32 on the brake-switch, and to lead R, where it joins the current from the armature of No. 1 motor. The combined current then flows through the resistance devices R to lead BR, contact-bar 29 on the reversing-switch to F M, and F M through the fields of both motors. From the field of No. 1 motor the current then flows through lead E M, contact-bar 33 on the brake-switch, and lead Gr to the coils H of the magnetic brake device, and from the field of No. 2 motor the current flows through lead G to the coils II of the magnetic brake device. From the coils H the current then flows through the lead BC, contact-bar 31 on the brake-switch, lead F O to contact-points 9 and 10, and lead F O to contact-points 5 and 7 on the reversing-switch and then through leads A and A to the armatures of motors Nos. 1 and 2, respectively. It will thus be seen that the brakes may be applied equally well by the brake switch when the reversingswitch is set either for running forward or for running backward.

The brake-switch is wholly independent of the reversing-switch and may be thrown at any time Without moving or interfering in any way with the reversing-switch. The connections of the brake-switch are such as to direct the current through the field-coils of the motors always in the same direction, whether the brake-switch is set for running or braking. In this way the residual magnetism is not lost at the time the brake-switch is thrown, but will be built up and increased, producing a stronger field and more current. The reversing-switch is so connected as to reverse the direction of the current through the armatures of the motors, but does not affect the direction of the current through the fields of the motors.

In Fig. 3 of the drawings I have shown means by which the braking-switch may be operated from either end of the car. A vertical shaft 35 at each end of the car is provided at its upper end with a crank-arm 30 and handle 37 in position to be operated by the mo torman, and at its lower end with an arm 38, which is connected by means of a rod 39 with a bar 40 on one end of the central shaft 41 of the braking-switch, which is inclosed in the casing 42. A spring 43, secured to the bar IIO 40, tends to hold the bar in the position shown, which corresponds to the running position of thebraking-switch, as shown in Fig. 1. \Vhen it is desired to apply the brakes, the motorman moves the handle to the position in which the pawl ll may engage with a shoulder or projection 45 on a collar secured to the shaft 35 so as to lock the switch in position. Each of the rods 39 is loosely connected with the bar IO, so that when the switch is operated from either end of the car the connection of the bar with the other rod will not interfere with its movement. When the switch is to be returned to the running position, the pawl is released, and the spring 43 pulls the bar 40 back to the position shown.

I claim as my invention and desire to secure by Letters Patent- 1. In an electric-brake system for railwaycars, the combination with an electric circuit for braking purposes of a running controller,-

a braking-switch, and means whereby the brakingswitch may be operated from either end of the car to cut oil": the supply of current from the main line to the controller and apply the brakes when the running controller is in any position.

2. In an electric-brake system for railwaycars, the combination with an electric circuit for braking purposes of a running controller, a braking-switch, and means whereby the braking-switch may be operated from either end of the car to cut off the supply of current from the main line to the controller and apply the brakes by a single movement of the braking-switch when the running controller is in any position.

3. In an electric-brake system for railwaycars, the combination, on a car, of a running controller for each end of the car, and a single braking-switch adapted to cut off the supply of current from either controller and apply the brakes.

t. In an electric-brake system for railwaycars, the combination, on a car, of a running controller for each end of the ear, and a single braking-switch adapted to cut off the supply of current from either controller and apply the brakes by a single movement of the braking-switch.

5. In an electric'brake system for railwaycars, the combination, on a car, of a running controllerfor each end of the car, and asingle braking switch, operative from either end of the car, and adapted to cut oil the supply of current from either controller and apply the brakes.

6. In an electric-brake system for railwaycars, the combination, on a car, of a running controller for each end of the car, and a single brakingswitch, operative from either end of the car, and adapted to cut off the supply of current from either controller and apply the brakes by a single movement of the braking switch.

'7. In an electric-brake system for railwaycars, the combination, on a car, of a running controller for each end of the ca r, and a sin gle braking-switch adapted to apply the brakes and to connect the running controller in the braking-circuit.

8. In an electric-brake system for railwaycars, the combination, on a car, of a running controller for each end of the car, and a single braking-switch adapted to apply the brakes by a single movement and to connect the rum ning controller in the ln'aking-circuit, whereby the running controller may by its movement vary the resistance in the braking-circuit and control the brakes.

9. In an electric-brake system for railwaycars, the combination, on a car, of a running controller for each end of the car, and a braking-switch adapted to apply the brakes and to so connect the running controllers with the braking-circuit that either controller may by its movement vary the resistance in the braking-circuit and control the brakes.

10. In an electric-brake system for railwaycars, the combination, on a car, of a running controller for each end of the car, and a single braking'switch adapted by a single movement to cut off the supply of current to the controllers and to connect both controllers in a local braking-circuit with the car motor or motors, whereby either controller may vary the resistance in the brakingcircuit and control the brakes.

11. In an electric-brake system for railwaycars, the combination, on a car, of a running controller, a reversing switch, a brakingswitch independent of the reversing-switch, an operating device at each end of the car and connections from the operating devices to the braking-switch whereby the switch may be operated from either end of the car to apply the brakes.

12. In an electric-brake system for railwaycars, the combination, on a car, of a running controller at each end of the car, a braking switch, an operating-shaft at each end of the car, and a loose connection from each of the operating-shafts to the shaft of the brakingswitch, whereby the braking-switch may be operated from either end of the car to apply the brakes by a single movement and by the same movement connect the. controllers with the braking-circuit.

In testimony whereof I have hereunto set my hand.

FRANK O. NEWEIIL. lVitnesses:

R. F. EMERY, JAS. B. MACDONALD. 

